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Design Issues Related to the Intermodal Marine-Rail Interface

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Design Issues Related to the Intermodal Marine-Rail Interface Design Issues Related to the Intermodal Marine-Rail Interface M. John Vickerman, Jr. Vickerman• Zachary• Miller Oakland, California A major modernization program currently taking place at the Port of San Fran· computerized control of the facilities, from in­ cisco illustrates the considerations and constraints involved in planning a state­ creasing the speed of container handling to monitor­ of·the-art intermodal marine facility. Creation of layout alternatives for future ing the condition of various terminal equipment. expansion possibilities was essential for long-term planning; however, special A major modernization program currently taking problems involving railroad and truck access must be resolved before the project design is complete. Impediments to designing modern intermodal marine-rail place at the Port of San Francisco illustrates the facilities include problems such as lack of land for expansion of existing facilities considerations and constraints involved in planning and modification of existing facility requirements to accommodate variations in a state-of-the-art intermodal marine facility. In equipment and operations. Larger capacity container ships are necessitating this paper the planning effort for the Port of San modifications to existing facilities, and existing wharf gantry cranes often need Francisco's modernization program is used as a case expensive moo111cat1ons to accommodate the rargur vessels. I he design process SLUCiy; the intent is to review the approach, sum­ often involves starting with the long-range possibilities and working back to marize key planning and design parameters, and de­ determine near-term needs. This method allows for the development of differ­ scribe lessons learned and impediments to planning ent design scenarios for future expansion and also identifies near-term designs modern intermodal marine-rail facilities. that can be most effectively adapted in the long term. FACTORS THAT INFLUENCE INTERMODAL CONTAINER Since the emergence of containerized shipping in the TERMINAL PLANNING AND DESIGN PARAMETERS early 1960s, technological developments in vessel and shoreside facilities have had to keep pace with Effec ts of Deregulation a dramatic expansion of U.S. and world trade. U.S. maritime · facilities, particularly Pacific Coast Economic pressures supported by deregulation have ports, have been critical in enabling the United provided the impetus for new innovative and flexible States to maintain world leadership in maritime com­ containerized services. Intermodal rail traffic was merce, and the U.S. West Coast, specifically the exempted from regulation by the Interstate Commerce maritime complex of the San Francisco Bay Area, is a Commission in March 1981 following the passage of vital element in the nation's transportation system. the Staggers Rail Act of 1980. Deregulation in gen­ Today, full cellular container vessels, some with eral has fostered keen competition among many trans­ container storage capacities in excess of 2,500 20-ft portation elements, including railroads, steamship equivalent units (TEUs) and a few with capacities in companies, and truckers. As a result, the intermodal excess of 4,500 TEUs are traversing the world's industry in the United States today is experiencing oceans, entering West Coast ports, and loading or a competitive fire fueled by deregulation and spurred off-loading cargoes in hours. From marine terminals, on by significant marketplace competition. Reports containers are transported across the country to <l> indicate that rail carriers across the country Middle America or the East Coast of the United States are expanding and improving rail facilities to handle by truck and by micro and mini land bridge unit trailers-on-flatcars (TOFCs) and containers-on-flat­ trains. cars (COFCs) • Railroads reported increases of between Marine terminal designers and planners must not 9 and 53 percent in TOFC and COFC volume during 1984, only be able to understand the implications of such and railroad officials are reportedly forecasting rapid changes in the transportation industry but also increases of between 7 and 25 percent per year for be able to forecast long-term industry needs in order the near future. to provide intermodal facilities that are appropriate The year before deregulation, railroads reported for the future. moving approximately 3 million trailers and container Deregulation of the railroads and steamship com­ uni ts. At the start of deregulation, the railroads panies has created a climate of increased competition carried slightly more than 3.1 million trailers and in intermodal transportation. Increased competition container units, and in 1982, the year after deregu­ is resulting in the use of double-stacked rail carsi lation, the volume increased further to 3.4 million. larger, more efficient container shipsi and higher These figures were eclipsed when deregulation took capability container cranes in efforts to increase hold in 1983, as evidenced by the trailer and con­ savings and profits. Conversion to full intermodalism tainer volume reaching almost 4.1 million units (2). has affected marine container terminals by requiring The Staggers Rail Act has provided the railroads ;na more efficient use of storage areas, modifications other intermodal transportation concerns with sig­ in entry gate systems, and changes in terminal con­ nificant financial incentives to make long-term figurations and container freight station (CFS) capital investment decisions, especially in the areas operations. Full intermodalism has necessitated more of new equipment and terminal facilities. 62 Design Issues 63 Steamship companies have started to take full ad­ 1. A large metropolitan population base serving vantage of their new-found point-to-point rate-making as a marketi capability, following passage of the 1984 Shipping 2. Geographically well-located suitable harbors Act. Some U.S. steamship lines have been able to and port facilitiesi assemble substantial marketing and operational ad­ 3. Suitable inland transportation infrastructure vantages made available by this latest deregulation for trucks and railroadsi and legislation. Implementation of a fully intermodal 4. Available support systems such as freight service concept involving water, rail, and road dis­ forwarders, customhouse brokers, and banks (~). tribution systems is becoming a key ingredient in steamship line strategic and tactical profit pic­ Currently, major coastal and inland container trans­ tures. The Shipping Act of 1984 has encouraged fer facilities are being planned for Los Angeles, steamship lines to become more flexible and innova­ Chicago, and New York, which will reinforce the tive, and with deregulation have come long-term transport terminal center concept. investment decisions that can substantially cut intermodal operating costs (ll . Vessel and Crane Geometry Requirements Thus planners and designers of intermodal facili­ In an advisory document produced by the Ministry of ties must provide flexible layout concepts and Transport, Government of Japan (~) , the need to designs to accommodate rapidly growing intermodal respond to future increases in container ship size activity and to match capabilities of present and and equipment advances is addressed. This document future facilities with the operating versatility of forecasts the need for water depth alongside modern intermodal companies. container terminal facilities of from 32 to 49 ft. The Port of Tokyo is reportedly planning a water depth next to wharves of 42 ft, and the Port of Kobe Intermodal Service Expansion is reportedly projecting the need for a water depth of 49 ft. Some Japanese authorities are predicting a Deregulation and the surge in intermodalism are fourth generation container ship, possibly offering creating new intermodal, full-service competitors capacities of 5,500 TEU, and apparently Japanese with new operating concepts and new equipment. equipment manufacturers are already gearing up to Steamship lines are becoming the competitors of meet this challenge. truckers and railroads alike, and inland terminals A ship-loading gantry crane servicing the next and ports are competition among themselves to ser­ generation vessel may have an operating outreach that vice regional hubs and load centers created by such accommodates 16 rows of containers on a ship's deck concerns as Evergreen, u.s. Lines, Sea-Land Service, stacked four high and twelve rows in the hold stacked American President Lines (APL), and Lykes Lines. nine high. This configuration necessitates a gantry In April 1984 APL began its dedicated rail ser­ crane outreach of from 137 to 141 ft or greater to vice between Los Angeles and Chicago using three service vessels well beyond Panamax class vessel APL-owned container unit trains in a COFC mode. This geometry. High-speed computer-indexed multiple trol­ service introduced a lightweight, articulated, leys mounted on the outreach boom of the ship-loading double-stacked railroad car. APL, through its newly gantry crane could handle multiple containers at high formed subsidiary AP Intermodal (API), has been able throughput rates. The expected lift capacity for the to secure contracts with railroads that save 25 per­ fourth generation container gantry crane may be 40 cent of the usual rail freight rate (ll. Recently long tons (6). APL' s operations from Los Angeles to Chicago have Current marine terminal renovation projects that been upgraded to a 250 40-ft equivalent unit (FEU) require deeper drafts can
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